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1 A14 Cambridge to Huntingdon Improvement Scheme Registration ID A14 Cambridge to Huntingdon Improvement Scheme Registration ID: 10030900. Suffolk County Council Written Representation, Comments on applicant’s response to RRs and Response to first written questions - June 2015 1. Introduction 1.1. Suffolk County Council (“the County Council”) submitted a detailed Relevant Representation (RR)1 and does not repeat those comments here, the majority of which remain under discussion with the applicant. 1.2. The County Council submits to this deadline this Written Representation (WR), including a response to the applicant’s comments on our RR and a response to the Examining Authority’s first written questions. 1.3. The County Council will also be submitting to Deadline III a Statement of Common Ground (SoCG) with the applicant which sets out the status of discussions following the submission of our RR. Rather than duplicate the contents of that document here, we would refer the Examining Authority to it in due course. As that document will reflect, discussions remain ongoing with the applicant on a number of matters, however, to summarise, our principal concern remains the resilience of the scheme in the face of the applicant’s own traffic forecasts. 1.4. We believe that: a solution/process needs to be forthcoming to address the future capacity issues predicted by the applicant on the Cambridge Northern Bypass and; as the section from Bar Hill to Swavesey will be carrying volumes of traffic above the recommended service level in the design year, it should be future proofed to allow efficient expansion – as is proposed by the applicant for the Bar Hill junction itself. 1.5. As set out in our RR, we also have concerns about the adequacy of the diversion routes available, underlining the need for resilience in the scheme itself. We retain particular concern about the proportion of weaving traffic between Brampton Interchange and Brampton Hut and thus incident risk and ask the applicant to consider further how risks associated with an incident can best be managed. 1.6. Further detail on these matters will be in the SoCG. 1.7. Additionally, the County Council remains in discussion with the applicant on the construction-phase socio-economic and transport impacts. As noted below we do not accept the applicant’s response to our RR. 1 Representation No. 503 1 2. Response to the applicant’s response to the County Council’s RR 2.1. The page numbers below refer to those in document HE/A14/EX/25 Response to Relevant Representations. 2.2. Page 41: The applicant appears to confirm that changes to the design of the scheme, as informed by the revised traffic modelling, were proposed post-submission (and hence were not fully reflected when we made our RR). Our concerns in this matter, however, extend beyond junction layout to the performance of the main carriageway and the adequacy of the weaving sections. While the applicant has provided us with further information, which appears to confirm our concerns, it seems inappropriate to comment in detail on that given it is not before the examination. We suggest it might be helpful to have this evidence submitted to enable us to comment further. 2.3. Page 45: Our point in emphasising the (in)adequacy of diversion routes was to underline the need for scheme resilience to minimise the disruption to road users should an incident occur. This matter remains under discussion. 2.4. Page 66: Chapter 16 of the Environmental Statement (ES) does not consider any negative impacts on the labour market, i.e. the consequences of the labour demand of the scheme. It is not clear that taking the ‘construction sector’ in its broadest terms would represent the extent of the labour pool available to resource the project. The statement that economies outside Cambridgeshire were not considered in detail as the impacts were expected to be centred therein is contrary to the ES, which anticipates a high proportion of jobs going to workers outside of Cambridgeshire, whose own economy is not highly geared towards construction and civil engineering projects (see our RR paragraphs 6.1-6.12). The applicant has not provided any evidence of its assessment that the labour market within the travel to work area is sufficient to support the project. That Hertfordshire has 30,000 construction workers is only relevant as part of an analysis that indicates what proportion of those have the requisite skills, live within the travel to work area and, having regard to the nature of other construction projects which coincide with the scheme, are likely to be available to work on it. This matter therefore remains under discussion. 2.5. We note that the applicant has not responded to paragraphs 6.13 and 6.14 of our RR, which queried where the transport assessment of the construction impacts of the development was presented in the application. 2.6. Page 67: the County Council accepts that onsite accommodation for workers is likely to be attractive and thus reduce the burden on tourist accommodation. It is not clear however how such provision is secured in the draft Development Consent Order. 2.7. Page 114: The applicant has provided additional information to the County Council which sensitivity tests the output of CHARM (2) to include the full quantum of development at Northstowe and Alconbury. This information which we hope will be made available to the Examining Authority report does, in our view, highlight the need to consider further the issues likely to arise on the Bar Hill to Swavesey section and Cambridge Northern Bypass. This matter therefore remains under discussion. 2.8. Page 115: See above. The County Council supports the proposals for Bar Hill junction. 2.9. Page 116: the County Council considers further evidence is required in particular in relation to the Bar Hill to Swavesey section to evidence that future proofing does not represent good value for money given that we believe these works would be limited to: Ensuring the design of the main carriageway, local access road and footway/cycleway/equestrian track are aligned to facilitate future widening of the A14 2 Providing a wider span at the overbridge linking Robin’s Lane to the local access road This matter therefore remains under discussion. 2.10. Page 128: Again, the applicant has provided additional material “A14 Link Capacity Report”, but this does not address our concerns, rather it confirms them. We suggest given the importance of the subject matter this evidence should also be provided to the Examining Authority for all parties to comment on. This matter therefore remains under discussion. 3 3. Response to first written questions Question 1.7.6, benefit of the scheme to the regional economy during construction 3.1. The County Council has set out in some detail in its RR, supplemented by additional comments at paragraph 2.4 above, setting out why it believes the applicant’s assessment of the socio-economic impacts during construction is partial. Question 1.7.7, the case for the scheme 3.2. Notwithstanding our current concerns with the assessment of the socio-economic and transport impacts of the scheme during construction as presented in the application, our experience from the delivery of the A11 Fiveways to Thetford scheme is that ‘traffic clinic’ meetings which facilitated regular contact with local business and local authority partners was a positive one in managing traffic impacts during construction. 3.3. As such, in order to minimise disruption during the construction phase, a degree of which is inevitable, we would recommend pursuing similar collaborative working protocols for the proposed scheme. This is something that is best reflected in the Code of Construction Practice. 3.4. With regard to the operational benefits of the scheme, while we maintain concerns over the current design in particular areas, we remain strongly supportive of the scheme’s intentions. 3.5. In 2014, the County Council commissioned Ernst & Young LLP to analyse the economic impact of congestion on the A14 on Suffolk’s economy. That report entitled “The A14 and Suffolk’s Economy”, which is appended to this submission, identified the A14 as a vital link between Suffolk and the UK’s main north/south and east/west transport corridors, being heavily used for daily commuting and movement of freight. 3.6. The report notes the cost of congestion to Suffolk, for example in terms of loss of productivity, and noted that nearly a quarter of Suffolk’s local GVA (£3.2bn) depends to a degree on the efficient operation of the A14. 3.7. The current scheme would not of course eliminate congestion on the entire A14, but would certainly make a valuable contribution to that aspiration. Please see the enclosed report for further details of the importance of the A14 to Suffolk as a whole and to particular key businesses such as the Port of Felixstowe at the A14’s eastern terminus. 4 The A14 and Suffolk’s economy Economic impact of congestion February 2014 Contents Contents Disclaimer ................................................................................................................................ 1 Executive summary ................................................................................................................ 2 Glossary ................................................................................................................................... 4 Introduction ............................................................................................................................. 5 1. Suffolk and the A14 ........................................................................................................
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